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Photographed at the Cars & Coffee of the Upstate.
Location: Michelin North America Headquarters in Greenville, South Carolina.
Facebook: www.facebook.com/CarsCoffeeUpstate
My AUTOMOTIVE PHOTO ALBUM is located here: www.flickr.com/photos/kenlane/albums/72157634353498642
Iso Rivolta (1962-70) Engine 5359cc V8 OHV
Production 797
Registration Number RWF 364 E (Yorkshire - East Riding))
ISO SET
www.flickr.com/photos/45676495@N05/albums/72157625243387061
The Iso Rivolta is a grand tourer introduced in 1962 by Italian automobile manufacturer Iso Automotoveicoli S.p.A. designed by Giorgetto Giugiaro at Bertone as a 2 + 2 GT. It was the first luxury automobile introduced by the company, Iso having previously motorcycles and micro cars, especially the Isetta bubble car. The original idea was to produce a usable every day while being priced between a Jaguar and a Ferrari. For the mechanical development of the car, the company founder and chairman entrusted Giotto Bizzarrini of Società Autostar. Bizzarrini developed a pressed steel and welded panel chassis which was designed to flex fore and aft and proved to be rigid along with cost effective to manufacture.The body style was the work of a young Giorgetto Giugiaro, who was working at Bertone at the time. For the drivetrain, Iso would follow the same concept as adopted by De Tomaso choosing an American built drivetrain, namely a Chevrolet 327 V8 engine mated initially to a 4-speed manual transmission from BorgWarner. It would be offered with a 5-speed manual transmission and a 3-speed automatic transmission as well later on in its production life cycle. The IR 300 would be joined by a high performance IR 340 variant in 1964. The new car named the Rivolta IR 300 was presented to the public at the 1962 Torino Motor Show to a positive reception. 797 units of the IR 300 would be made before production would end in 1970 amid slow sales
Diolch am 98,661,979 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 98,761,979 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-197
The Aston Martin DB5 is a British luxury grand tourer (GT) that was made by Aston Martin and designed by the Italian coachbuilder Carrozzeria Touring Superleggera. ... Although not the first in the DB series, the DB5 is the best-known cinematic James Bond car, first appearing in the James Bond film Goldfinger (1964).
Engine: DOHC Straight-6, 4.0 L (3,995 cc)
Designer: Carrozzeria Touring Superleggera
Transmission: 5-speed ZF box or optional BorgWarner 3-speed automatic
This is the Victoria Day Weekend celebrated in Canada, marking the birthday of Queen Victoria, the mother of Canadian Confederation. Barbeques, Fireworks and a three day weekend will all be enjoyed.
It's also the Formula 1 Canadian Grand Prix in Montreal and the Indianapolis 500 Mile Race, both held on Sunday.
The Borg-Warner Championship Driver's Trophy seen here has been awarded to the winning driver of the 500 since 1936. Designed by Robert J. Hill and crafted by Gorham Manufacturing Company, Silversmiths since 1831.
Fotographed at the Indianapolis Motor Speedway Museum - Original Camera - Olympus Infinity Super Zoom 330.
Bill Devin was an American businessperson, automotive entrepreneur and racing driver. He is primarily known as the founder of Devin Enterprises, a company that built fiberglass body-kit conversions and complete automobiles. He lived from 1915 to 2000.
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Devin bodies and kits
After gaining experience making complete fiberglass bodies with the Devin-Panhards, Devin Enterprises expanded into production of fiberglass bodies to be sold to builders of custom and one-off specialty cars. Production started in 1956.
Apart from the appealing shape and reasonable price, two things distinguished the Devin bodies from their competition. One was the wide range of sizes of bodies available. The Devin body mold was not a simple one-piece shape. Instead, an assortment of 50 differently-sized molds of individual sections of the body were used. These could be assembled in a variety of ways to create one of 27 possible sizes for a customer's fiberglass body. This allowed the company to produce a recognizable Devin body that would fit a wide variety of chassis, from the tiny Crosley, through the British MGs, Triumphs and Healys right up to some American car frames.
The other feature that made the Devin bodies popular was the high quality of the finish. Devin used fibreglass cloth for the outer layer of their bodywork rather than the coarser glass mat often used by other manufacturers. This produced a very smooth surface finish on the bodies. Devin bodies were always very smooth and the quality of finish on panel edges and large flat surfaces was often better than that of competitors' products.
Later, kits could be bought that included a Devin-designed ladder frame as an option along with the body.
Devin quickly became the world's largest and most successful producer of aftermarket fiberglass bodies. Between direct sales and dealers Devin bodies were delivered throughout the Americas as well as Europe, South Africa and Saudi Arabia.
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The Devin SS is created
Okay, fast forward to 1957 when Devin was contacted by two textile engineers from Belfast, Northern Ireland, Noel Hillis and Malcolm MacGregor. Both men were racing enthusiasts who decided to build their own car. Hillis provided the workshop space while MacGregor designed the chassis. They wrote to Devin to ask about arranging for a custom body for their car. Bill Devin was interested enough in the project that he flew to Ireland to look at the car. Instead of selling them a body, Devin negotiated a deal with the two Irish engineers for MacGregor's chassis to be used for a new Devin car.
Devin asked for some changes for the final car. For the main chassis members, 76 mm (3 in) round cross-section tubing replaced the 102 mm (4 in) diameter tubing in the prototype. The 2,337 mm (92 in) production wheelbase was a compromise between the 2,286 mm (90 in) of the prototype and the 2,388 mm (94 in) that Devin had originally asked for. The battery and generator were relocated to the rear of the car, with the generator being driven off a pulley at the differential.
Devin designed a new body specifically for the car. The front-mounted radiator was angled forward, and the car did not come with a radiator fan, which combined to permit an extremely low nose. While early bodies had a rounded rear, later versions had a raised and flattened rear with room for a license plate. Later cars also had enlarged headlamp buckets.
The prototype's Jaguar DOHC inline six-cylinder engine was replaced by a 4,638 cc (283 cu in) Chevrolet OHV small-block V8. In Devin tune this engine had a low-rise intake manifold made by Devin and a Spaulding "Flamethrower" ignition and developed 164 kW (220 bhp) of power, which went to the rear wheels through a BorgWarner T-10 4-speed manual transmission. This resulted in a 988 kg (2,179 lb) car with a 0–100 km/h time of 4.8 seconds and a top speed of 225 km/h (140 mph).
The new car was called the Devin Super Sport, or SS. The rolling chassis was built in Ireland and then shipped to El Monte where the body and power-train was fitted and the interior trimmed. Released in 1959, the SS was initially priced at $5,950.00 USD.
Here’s where facts become a bit “fuzzy”. One source ( Wikipedia I consulted indicates Evans Industries in Ireland (I guess??) became the sole distributor for the SS. However, due to a variety of issues with the Irish chassis Devin designed a replacement car that was made in California and was called the American chassis. The price for the cars made with the American chassis rose to $10,000.00 in the last year of production.
Evans Industries ended their distributor relationship with Devin in a press release dated March 9, 1960.
The “other” story
Whereas another source (MODERN CLASSICS by Rich Taylor, 1988 edition, published by Beekman House), indicates when Devin received an order (for a body) from a car builder in Ireland named Malcolm MacGregor, Devin negotiated with this Irishman to create a joint effort in the building of a whole new car. This source goes on to say Devonshire Engineering in Belfast was contracted to make a high-quality chassis that would incorporate a Corvette engine and the Devin SS body. The article goes on to say MacGregor’s chassis was a true object d’art and continues to elaborate on all the technical and mechanical aspects of the “MacGregor / Devin” car; a 283 cu. in. - 390 hp Corvette engine, a Borg-Warner 4-speed transmission and so on and so forth………. The price, ready to run, a mere $5,950. USD.
** Considering the conflicting information above, I can positively say I am totally unsure that the car which I had recorded at the 2018 British (yes, I did say, “British”) Car Fest could be but more likely than not, is or is not a genuine MacGregor built / Devin bodied Devin SS. Jeeez, I need a few shots of Jamison Whiskey after all this!
Oh there’s more…….much more! In late ’58 Devin released a Devin D, and then in 1959 he revised the Devon D and introduced a Devin C and then in 1963 began construction of a Devon GT which unfortunately ended up nowhere due to the fact he lost his financial backing. (Yes, I know “C” comes before “D” and D comes before “GT” in the alphabet but in Bill Devin’s world chronological order apparently does not coincide with the English alphabet………..)
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The depicted artwork
Just as Bill Devin’s enterprises were a wild assortment of ventures, so is this multi-image composite - having been created using several images.
Below is my original out of camera picture - well actually plural, “pictures” being that this was a 3-exposure bracketed HDR. So you might be asking yourself, what exactly is the subject of this scene. To alleviate any confusion, the red 1958 Devin SS is the subject.
Much like my artwork (or visa versa) Devin’s 1958 Devin SS car morphed from an evolution of experience, business enterprises, ideas, ventures or whatever it may be called. Believe me, Devin’s experiences in the world of automobile racing is much too convoluted for me to go into long detail here and now. In fact even as I write, I can see my thought processes drifting all over the place………. in other words, rambling.
The good thing about what is known as an, “artistic license” is that one can let one’s imagination go pretty much wild and create almost anything……… and claim one’s artwork represents just about anything one wants. So just for kicks and giggles, let’s say the depicted Devin is the real thing…….. Corvette engine and all.
btw - the small part of the aluminum bodied car next to the Devin is a 1959 Elva MK3
I sure hope someone enjoys this picture/artwork because I worked my butt off looking for acceptable pieces, parts and especially a background image. Not perfect but the best I could do…………..
Manufacturer: Carrozzeria Touring, Milan - Italy for Maserati S.p.A., Modena - Italy
Type: GTI Iniezione Touring Coupé
Engine: 3485cc straight-6
Power:235 bhp / 5.800 rpm
Speed: 230 km/h
Production time: 1957 - 1964
Production outlet: 1,402 (Touring Coupes)
Production outlet: 1,972 (all Coupes: Allemanno, Moretti, Frua and Bertone)
Curb weight: 1400 kg
Special:
- The first prototype, developed by Maserati's chief engineer Giulio Alfieri, was shown at the 1957 Salon International de l'Auto in Geneva.
- There are rumors that the 3500 was "based" on the Ford Thunderbird and had to compete with the Aston Martin DB4.
- This 2+2 Coupe was Maserati's first attempt at the Gran Turismo market and large-volume production.
- This aluminum bodywork, with a Superleggera body, was built at Touring in Milan.
- This Series 3 GTI (1962-1964) has a light alloy block and head, Borg & Beck-made single-plate dry clutch, mechanical Magneti-Marelli ignition, a Lucas indirect fuel injection (1961-1964), a 5-speed ZF S5-17 gearbox, an 80 liter fuel tank and rear wheel drive.
- It has front wishbone and coil-springed suspension and semi-elliptic springs at the back, all by Alford and Alder (Engineers) Ltd., Hemel Hempstead and a live rear axle.
- Girling turbofinned disc brakes all around since 1962, Borrani knock-out wire wheels, leather interior and Jaeger-LeCoultre instruments are standard.
- A three-speed BorgWarner automatic gearbox was (later) an option.
- One case is documented of an engine driving 600,000 km until 1969: so the engine is known as very reliable.
- This type saved Maserati for bankruptcy.
- This Italian sports car was very popular among celebrities like Prince Rainier of Monaco, Tony Curtis, Stewart Granger, Rock Hudson, Dean Martin and Anthony Quinn.
Manufacturer: American Motors Corporation (AMC), Southfield, Michigan - U.S.A.
Type: AMX Series Model 6839-7 390 Sport Coupé
Production time: late 1967 - July 1970
Production outlet: 5,802 (manual gearbox) and 4,470 automatic
Production outlet: 4,816 (with other engines)
Production time: March 1968 - October 1970
Production outlet: 19,134
Engine: 6384cc AMC V-8 390 X-code OHV
Power: 320 bhp / 4.600 rpm
Torque: 576 Nm / 3.200 rpm
Drivetrain: rear wheels
Speed: 193 km/h
Curb weight: 1728 kg
Wheelbase: 97.2 inch
Chassis: AMC’s “junior cars” platform with all-steel unibody (by Rambler, Kenosha, Wisconsin)
Steering: recirculating ball and nut PAS
Gearbox: BorgWarner T-10 four-speed manual / all synchromesh / floor shift
Clutch: 10 inch single dry plate disc
Carburettor: Carter 4-barrel downdraft
Fuel tank: 72 liter
Electric system: 12 Volts 60 Ah
Ignition system: distributor and coil
Brakes front: Kelsey-Hayes 11.2 inch hydraulic discs
Brakes rear: 10 inch hydraulic self-adjusting drums
Suspension front: independent wishbones (A-arm, control arms), trapezoidal triangle crossbar, sway bar, helical spring over the upper crossbar, coil springs + hydraulic telescopic shock absorbers
Suspension rear: beam axle Hotchkiss type, longitudinal steering arms, longitudinal semi-elliptic leaf springs + hydraulic telescopic shock absorbers
Rear axle: live
Differential: hypoid 2,87:1
Wheels: 14 inch steel discs
Tires: E70 x 14
Options: AMC V-8 290 (4749cc) engine, AMC V-8 343 (5622cc) engine, AMC V-8 360 (5896cc) engine, Borg Warner three-speed "Shift-Command" automatic (on console shift) transmission, Borg warner three-speed Shift-Command automatic Go-Package (315 bhp), four-speed manual close-ratio gearbox (floor shift), Air Conditioning, power brakes, power windows, radio, Motor Wheel Spyder wheels, Shadow Mask hood scoop, Go Package, powered front and rear Kelsey-Hayes 11.2 inch disc brakes, special-duty handling package, Twin-Grip limited slip differential, heavy duty cooling system, 14x6 mag wheels, leather upholstery
Special:
- American Motors Corporation (AMC) was an American automobile company formed on January 14, 1954 by the merger of the Nash-Kelvinator Corporation and the Hudson Motor Car Company. At the time, it was the largest corporate merger in U.S. history, valued at US$198 million ($1.44 billion in 2006 dollars). When declining sales and the competitiveness of the United States auto market forced AMC to seek a partner in the late 1970s, the company formed an alliance with France's Renault. This lasted until March 2, 1987, when the Chrysler Corporation purchased AMC. Use of the AMC and Renault brand names ceased in the United States. The Jeep line continued; also some Eagle models.
- The AMX is designed by AMC's VP of Styling, the legendary Richard A. “Dick” Teague and is part of AMC's 7030 range of cars.
- This Fastback Coupé was more or less a modified (read smaller) two-seater version of the Javelin.
- The AMX name originates from the "American Motors eXperimental" code used on a concept vehicle and then on two prototypes shown on the company's "Project IV" automobile show tour in 1966.
- Because it had to compete with Chevrolet Corvette, all cars had only V-8 engines.
- There were 52 examples of the Hurst-modified SS/AMX drag strip racing versions.
- The were produced in Kenosha, Wisconsin, US and in Port Melbourne, Victoria, Australia (Australian Motor Industries [AMI]: Complete knock down (CKD) kits and sold as Rambler AMX).
For a long time it has been known Bayer Germany has made and is still making test bricks, but untill now we only ever found 2x4 test bricks.
Later test bricks turned up in the Netherlands, also 2x4 bricks, so it seemed logical they only used 2x4 bricks for testing.
Then, a few years ago, I found my first non 2x4 test bricks in the Netherlands Amsterdam from Marbon.
We had no clue these even existed, but now I have found a few more, so there is hope more will turn up.
Now I have a full set of 2x4, 2x3, 2x2 and 1x2 test bricks from Marbon, the Netherlands.
Confirming for me they had a mold for these bricks, but raising the question of why, if everything else we know was only 2x4?
Could this have been the original first testing mold, quickly replaced with a 2x4 brick mold only?
We know they initially used old molds for testing, what mold was this?
These different sizes have no Pat.pend or any other markings, but they are different from normal bricks from this time period.
They all have the old logo and look to be badly molded, but this could just be because of the low pressure on the test mold.
Btw, the 1x2 brick has no inner tube, which was added around 1961 and the old font was changed to new around 1962.
So this gives us a bit of a timeline to work with.
At least now there is more to look at and hopefully learn more.
Manufacturer: American Motors Corporation (AMC), Southfield, Michigan - U.S.A.
Type: AMX 343 Fastback Coupé
Engine: 6386cc V-8
Power: 315 bhp / 4.600 rpm
Speed: 193 km/h
Production time: 1968 - 1970
Production outlet 1968: 6,725
Production outlet 1969: 8,293
Production outlet 1970: 4,116
Total production: 19,134
Curb weight: 1435 kg
Special:
- The AMX is designed by AMC's VP of Styling, the legendary Dick Teague.
- It was more or less a modified (read smaller) two-seater version of the Javelin.
- The AMX name originates from the "American Motors eXperimental" code used on a concept vehicle and then on two prototypes shown on the company's "Project IV" automobile show tour in 1966.
- The AMX is part of AMC's 7030 range of cars.
- It has a standard a BorgWarner T-10 four-speed manual gearbox, rear wheel drive and a four-barrel carburetor.
- Dual exhaust, extra wide tires and a special traction bar were also included as standard equipment.
- A three-speed "Shift-Command" automatic on console transmission or four-speed manual close-ratio gearbox with floor shift were options.
- They were also available with smaller engines (4.8/225bhp, 5.6/280bhp and 5.9/285bhp).
- The '69 SS had a 390 cu in (6.4 L) twin 4-bbl V8 420 bhp and the '70 model a 390 cu in (6.4 L) 4-bbl V8 325 bhp.
- The were produced in Kenosha, Wisconsin, US and in Port Melbourne, Australia (AMI).
Porsche 911 3.2 Carrera Supersport (1984-89) Engine 3164cc flat 6
Registration Number C 934 OTF (Reading)
PORSCHE ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott, the Porsche operating board member responsible for all engineering and development.
In 1984 with the future of the 911 secured Porsche launched their replacement for the successful SC series. The 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. and was last iteration in the original 911 series with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.
The new swept volume of 3164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.
With the new engine, power was increased to 231bhp and 207bhp for North America
Three basic models were available throughout the Carrera years – coupe, targa and cabriolet
In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the Turbo-look. It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive tea tray tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels.
Diolch am 96,746,115 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 96,746,115 amazing views, every one is greatly appreciated.
Shot 07.08.2022, at the VSCC Prescott Speed Hill Climb, Prescott, Gloucestershire REF 162-460
UP Job YBE52 has arrived at Cimco after traveling up the KD Line from Rockford at a leisurely 10MPH. The track that veers off to the left once served a Borg-Warner plant. It was used by UP for a short time when working Cimco to park head end engines but UP changed its practices.
Cimco occupies the former Kitzman lumber yard. After Kitzman closed no trains used the Material Avenue lead for several years until Cimco took over.
The replacement for the SC series came in 1984 as the 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. This was the last iteration in the original 911 series, with all subsequent models featuring new body styling and new brake, electronic, and suspension technologies.
A new higher-displacement engine, a 3.2-litre horizontally opposed flat 6-cylinder unit, was utilized. At the time Porsche claimed it was 80% new. The new swept volume of 3,164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.
With the new engine, power was increased to 207 hp (154 kW; 210 PS) (at 5,900 rpm) for North American-delivered cars and to 237 PS (174 kW; 234 hp) (at 5,900 rpm) for most other markets. This version of the 911 accelerated 0–97 km/h (0–60 mph) in 5.4 seconds and had a top speed of 240 km/h (150 mph) as measured by Autocar. Factory figures were more modest: 0–97 km/h (60 mph) time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.
Manufacturer: British Leyland Motor Corporation Ltd (BLMC), Longbridge - UK / Rover marque
Type: SD1 2300 Saloon
Production time: 1977 - 1986
Production outlet: 42,996
Production time: 1976 - 1986 (all Series)
Production outlet: 303,345 (all Series)
Engine: 2350cc straight-6 Leyland PE166 SOHC
Power: 123 bhp / 5.000 rpm
Torque: 182 Nm / 4.000 rpm
Drivetrain: rear wheels
Speed: 180 km/h
Curb weight: 1320 kg
Wheelbase: 110.8 inch
Chassis: 110.7
Steering: servo-assisted rack & pinion
Gearbox: four-speed manual / all synchromesh / floor shift
Clutch: single dry plate disc
Carburettor: twin SU HS 6
Fuel tank: 66 liter
Electric system: 12 Volts 68 Ah
Ignition system: electronic
Brakes front: 10.2 inch hydraulic discs
Brakes rear: 9.1 inch hydraulic drums self-adjusting type
Suspension front: independent McPherson struts, Watt's linkage (crosswise), anti-roll bar, stabilizer, lower crossmembers, propeller coil springs + coaxial hydraulic telescopic shock absorbers
Suspension rear: beam axle, Watt's linkage (crosswise), upper and lower trailing arms, longitudinal coil springs + hydraulic telescopic shock absorbers
Rear axle: live
Differential: hypoid 3.45:1
Wheels: 5½J x 14 inch steel discs
Tires: 175 HR-14 steel belted radial
Options: five-speed manual gearbox, BorgWarner Type 65 three-speed automatic transmission, electric mirrors, power windows, power locks, trip computer, headlight washers, an adjustable steering column, Stereo cassette player, a four-speaker stereo system, velour cloth seats (a no-cost option), electrically operated sunroof, cruise control, Air-Conditioning, BOGE automatic self-leveling rear axle, sunroof, alloy wheels, Halogen fog lights, front lights pressure washer, seat covers made of Connolly leather,
Special:
* found some old photos from non-existing cars (probably demolished)
- The company was founded by John Kemp Starley and William Sutton in 1878. Starley had formerly worked with his uncle James Starley (father of the cycle trade) who began in manufacturing sewing machines and switched to bicycles in 1869.
- The first Rover was a tricycle manufactured by Starley & Sutton Co of Coventry, England in 1883.
- J. K. Starley made history in 1885 by producing the Rover Safety Bicycle - a rear-wheel-drive, chain-driven cycle with two similar-sized wheels, making it more stable than the previous high wheeled designs. Starley's Rover is usually described by historians as the first recognisably modern bicycle. The words for "bicycle" in Polish (Rower) and Belarusian (Rovar, Ро́вар) are derived from the name of this company.
- By 1906 the company was making cars and the name changed to The Rover Company Limited.
- Despite a state-controlled absorption by the Leyland Motor Corporation (LMC) in 1967 and subsequent mergers, nationalisation, and de-mergers, the Rover marque retained its identity first as an independent subsidiary division of LMC, then through variously named groups of British Leyland through the 1970s and into the 1980s.
- In "SD1", the "SD" refers to "Specialist Division" and "1" is the first car to come from the in-house design team led by David Bache and Spen King to replace both the Rover P6 and the Triumph 2000/2500.
- This “2300” was part of the “Standard 2000” Series. The models were named according to their engine size: Rover 2000, Rover 2300, Rover 2300 S, Rover 2300 SE, Rover 2400 SD Turbo, Rover 2600, Rover 2600 S, Rover 2600 SE, Rover 2600 Vanden Plas, Rover 3500, Rover 3500 SE, Rover 3500 Vanden Plas, Rover 3500 Vanden Plas EFi, Rover V8-S and Rover Vitesse.
- The SD1 can be considered as the last British Rover, being the final Rover-badged vehicle to be produced at Solihull, as well as being the last to be designed largely by ex-Rover Company engineers. Future Rovers would be built at the former British Motor Corporation factories at Longbridge and Cowley; and were to rely largely on Honda engineering.
- The SD1 Series is known as the iconic British police car of the 1980s.
- The SD1 Series was assembled in Castle Bromwich (UK), Cowley, Oxford (UK), Solihull, West Midlands (UK), Chennai (India) and in New Zealand.
Full colored bricks that match the main color palette of the late 1980s:
White
Yellow
Red
Blue
Green
Brown
Black
Light Gray
Trans Clear
Orange and Flesh: no exact match
Manufacturer: Rootes Group, Coventry - UK
Type: Alpine Series IV
Engine: 1592cc straight-4 (by Hillman)
Power: 80 bhp / 5.000 rpm
Speed: 153 km/h
Production time: 1964 - 1965
Production outlet: 12,406
Curb weight: 1031 kg
Special:
- This two-door sport roadster was designed by Kenneth Howes and Jeff Crompton, using many “Rootes Group” components (Hillman engine, running gear mainly from the Sunbeam Rapier) and was more or less a “smaller Ford Thunderbird” (Howes had worked at Ford before joining Rootes).
- Production of the Series IV Alpines began in January 1964, and American Sunbeam buyers could now find Alpines in some of their local Chrysler dealerships, thanks to this company purchasing part of the Rootes Group; Chrysler would absorb all of Rootes in 1967.
- It has a four-speed manual gearbox, single Solex two-barrel downdraft carburettors, a 41 liter fuel tank, and rear wheel drive.
- The chassis (based on a modified floorpan of the Hillman Husky estate car) with self-supporting (monocoque) steel body (by Pressed Steel) has the first available roll up side windows offered in a British sports car ever, a vinyl-covered dashboard, rubber-tipped bumper overriders, front wishbones, independent coil spring suspension with telescopic dampers and anti-roll bar, a live axle and semi-elliptic coil spring suspension, hydraulic lever-arm dampers at the rear, recirculating ball steering, hydraulic Girling disc brakes at the front and hydraulic Girling drum brakes at the back.
- From autumn 1964 a new manual gearbox with synchromesh on first gear was available.
- Series I (1959-1960) and the first 2 years Series II production sports cars were built at Bristol Siddeley Engines Ltd., Coventry – UK. Since summer 1962 all cars were built at the Rootes Group plant in Ryton-on-Dunsmore – UK.
- A BorgWarner three-speed automatic transmission with floor-mounted control, a removable hardtop, overdrive and wire wheels were optional.
Manufacturer: British Leyland Motor Corporation Ltd (BLMC), Longbridge - UK / Rover marque
Type: SD1 2300 Saloon
Production time: 1977 - 1986
Production outlet: 42,996
Production time: 1976 - 1986 (all Series)
Production outlet: 303,345 (all Series)
Engine: 2350cc straight-6 Leyland PE166 SOHC
Power: 123 bhp / 5.000 rpm
Torque: 182 Nm / 4.000 rpm
Drivetrain: rear wheels
Speed: 180 km/h
Curb weight: 1320 kg
Wheelbase: 110.8 inch
Chassis: 110.7
Steering: servo-assisted rack & pinion
Gearbox: four-speed manual / all synchromesh / floor shift
Clutch: single dry plate disc
Carburettor: twin SU HS 6
Fuel tank: 66 liter
Electric system: 12 Volts 68 Ah
Ignition system: electronic
Brakes front: 10.2 inch hydraulic discs
Brakes rear: 9.1 inch hydraulic drums self-adjusting type
Suspension front: independent McPherson struts, Watt's linkage (crosswise), anti-roll bar, stabilizer, lower crossmembers, propeller coil springs + coaxial hydraulic telescopic shock absorbers
Suspension rear: beam axle, Watt's linkage (crosswise), upper and lower trailing arms, longitudinal coil springs + hydraulic telescopic shock absorbers
Rear axle: live
Differential: hypoid 3.45:1
Wheels: 5½J x 14 inch steel discs
Tires: 175 HR-14 steel belted radial
Options: five-speed manual gearbox, BorgWarner Type 65 three-speed automatic transmission, electric mirrors, power windows, power locks, trip computer, headlight washers, an adjustable steering column, Stereo cassette player, a four-speaker stereo system, velour cloth seats (a no-cost option), electrically operated sunroof, cruise control, Air-Conditioning, BOGE automatic self-leveling rear axle, sunroof, alloy wheels, Halogen fog lights, front lights pressure washer, seat covers made of Connolly leather,
Special:
* found some old photos from non-existing cars (probably demolished)
- The company was founded by John Kemp Starley and William Sutton in 1878. Starley had formerly worked with his uncle James Starley (father of the cycle trade) who began in manufacturing sewing machines and switched to bicycles in 1869.
- The first Rover was a tricycle manufactured by Starley & Sutton Co of Coventry, England in 1883.
- J. K. Starley made history in 1885 by producing the Rover Safety Bicycle - a rear-wheel-drive, chain-driven cycle with two similar-sized wheels, making it more stable than the previous high wheeled designs. Starley's Rover is usually described by historians as the first recognisably modern bicycle. The words for "bicycle" in Polish (Rower) and Belarusian (Rovar, Ро́вар) are derived from the name of this company.
- By 1906 the company was making cars and the name changed to The Rover Company Limited.
- Despite a state-controlled absorption by the Leyland Motor Corporation (LMC) in 1967 and subsequent mergers, nationalisation, and de-mergers, the Rover marque retained its identity first as an independent subsidiary division of LMC, then through variously named groups of British Leyland through the 1970s and into the 1980s.
- In "SD1", the "SD" refers to "Specialist Division" and "1" is the first car to come from the in-house design team led by David Bache and Spen King to replace both the Rover P6 and the Triumph 2000/2500.
- This “2300” was part of the “Standard 2000” Series. The models were named according to their engine size: Rover 2000, Rover 2300, Rover 2300 S, Rover 2300 SE, Rover 2400 SD Turbo, Rover 2600, Rover 2600 S, Rover 2600 SE, Rover 2600 Vanden Plas, Rover 3500, Rover 3500 SE, Rover 3500 Vanden Plas, Rover 3500 Vanden Plas EFi, Rover V8-S and Rover Vitesse.
- The SD1 can be considered as the last British Rover, being the final Rover-badged vehicle to be produced at Solihull, as well as being the last to be designed largely by ex-Rover Company engineers. Future Rovers would be built at the former British Motor Corporation factories at Longbridge and Cowley; and were to rely largely on Honda engineering.
- The SD1 Series is known as the iconic British police car of the 1980s.
- The SD1 Series was assembled in Castle Bromwich (UK), Cowley, Oxford (UK), Solihull, West Midlands (UK), Chennai (India) and in New Zealand.
The Aston Martin DB5 is a British luxury grand tourer (GT) that was made by Aston Martin and designed by the Italian coachbuilder Carrozzeria Touring Superleggera. ... Although not the first in the DB series, the DB5 is the best-known cinematic James Bond car, first appearing in the James Bond film Goldfinger (1964).
Engine: DOHC Straight-6, 4.0 L (3,995 cc)
Designer: Carrozzeria Touring Superleggera
Transmission: 5-speed ZF box or optional BorgWarner 3-speed automatic
中華民國使用的LVTP-5兩棲登陸履帶車輛 . 攝於台中北屯八二三紀念公園
1972年美軍即將淘汰而廉價讓售，中華民國海軍陸戰隊購買美軍LVTP-5取代LVT-4及LVT-3C登陸運輸車，以LVTH-6「大砲鴨」汰換LVTA登陸砲戰車，這批兩棲車輛全部隸屬651團。因汽油引擎的後勤與安全性之故，1982年後海軍陸戰隊開始進行性能重建計畫，狀況較好的LVTP-5系列的汽油引擎更換為柴油引擎。
2001年4月，布希政府批准出售54輛AAV-7A1兩棲突擊載具給中華民國。中華民國海軍陸戰隊接收這批兩棲運輸車輛以汰換運兵型LVTP-5，至於擔負火力支援任務的LVTH-6因為尚未尋找到合適的汰換模式目前仍繼續沿用。
The LVTP-5 (Landing Vehicle, Tracked, Personnel) was a family of amphibious armored fighting vehicles used by the United States Marine Corps. It was designed by the BorgWarner company and built by FMC (Food Machinery Corporation) along with a few other companies. It was first accepted into service in 1956. Some 1,124 basic units were produced, plus the specialist variants, and many saw action in the Vietnam War.
It was an evolution of the LVT-1 to LVT-4 World War II era Landing Vehicle Tracked series, but was considerably larger and could carry 30-34 combat-armed troops. A smaller design based on the M59 APC was also produced as the LVT-6, but only a handful built.
The LVTP-5 was replaced in service by the LVT-7 family.
The most common type was the LVTP-5, an armored personnel carrier, with mine-sweeper, command, recovery and fire support variants, the latter mounting a 105 mm howitzer. An anti-aircraft version was prototyped, but never saw service.
Armstrong Siddeley Star Saphire (1959-60) Engine 3990cc S6 OHV Production 980 (902 Saloons + 77 Limousines + 1 prototype Mk.II)
Registration Number 9442 RE (Staffordshire)
ARMSTRONG SIDDELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623635543067...
The Star Sapphire was announced in October 1958 with production continued through to Summer 1960, similar in styling to the earlier Sappire 346 externally, the radiator grille no longer rose to the top of the bonnet, many refinements were incorporated. The six-cylinder engine was enlarged more than 16% to 3,990 cc with larger twin Stromberg carburettors as standard and power output increased to [SAE] 165 bhp more importantly torque increased by almost 30 per cent Big end and main bearings were now made of lead indium and a vibration damper fitted to the nose of the crankshaft. Servo-assisted 12 in (305 mm) Girling disc brakes were now installed on the front wheels and Burman recirculating ball power steering was standardised with a turning circle reduced by 4'6". A BorgWarner type DG automatic gearbox was fitted which incorporated a lever on the facia to hold intermediate gear at 35, 45, 55, and 65 m.p.h
Limousines made only in 1960 had a single carburettor and manual gearbox (the automatic gearbox was fitted to 12 examples). The remaining 4 chassis were used for 3 hearses and an ambulance
After the Star Sapphire, Armstrong Siddeley produced only one more vehicle, a Mk.II version which did not get beyond the prototype stage in 1960
Thankyou for a massive 54,608,309 views
Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-063
By me lending out a few of my treasures, I got back some Fantastic Brick pictures!
A great cooperation with Fantastic results.
There is more, but I just wanted to share this Fantastic Brick with you.
It is mouthwatering good!
The featured brick is a Dutch trans-red G brick, made in Amsterdam by Marbon (Borg-Warner).
Picture by Fantastic Brick www.flickr.com/photos/129727166@N02/
A trio of beautiful Armstrong Siddeleys presented at the Terribly British Day.
(3) Armstrong Siddeley STAR SAPPHIRE; the Star Sapphire saloon was announced on 17 October 1958 and production continued through to the summer of 1960. It retained the previous model's commanding driving position. Though little changed externally, the radiator grille no longer rose to the top of the bonnet, many refinements were incorporated.
The six-cylinder engine was enlarged more than 16% to 3,990 cc with larger twin Stromberg carburettors as standard and power output increased to [SAE] 165 bhp (167 hp, 123 kW), or [DIN] 145 bhp (147 hp, 108 kW). Perhaps more important was an increase of nearly 30% in torque at 50 m.p.h. Big end and main bearings were now made of lead indium and a vibration damper fitted to the nose of the crankshaft. The compression ratio was raised to 7.5 to 1. The car could now lap the Lindley high speed track at 104 m.p.h.
Various suspension modifications had been carried out. Servo-assisted 12 in (305 mm) Girling disc brakes were now installed on the front wheels and Burman recirculating ball power steering was standardised with a turning circle reduced by 4'6". A BorgWarner type DG automatic gearbox was fitted which incorporated a lever on the facia to hold intermediate gear at 35, 45, 55, and 65 m.p.h.
Door hinges were now concealed and the front doors now hinged at their leading edge. There was an independent heater for the rear passengers and demisting slots for the rear window. All features were standard, the provision of alternatives being believed to lead to an unsatisfactory compromise.
902 saloons were produced, as well as 77 long-wheelbase cars, 73 of which were built as limousines (including 2 prototypes). The limousine version was made in 1960 only and had a single-carburettor engine and manual gearbox (the automatic gearbox was fitted to 12 examples). The remaining 4 chassis were used for 3 hearses and an ambulance. 980 Star Sapphires were produced.
The Star Sapphire won the £4,000 four-door coachwork class at the 1958 Earls Court Motor Show ahead of a Princess limousine and a Jaguar Mark IX.
A Star Sapphire saloon with automatic transmission was tested by the British magazine The Motor in 1959. It had a top speed of 99.6 mph (160.3 km/h) and could accelerate from 0–60 mph (97 km/h) in 14.8 seconds. A fuel consumption of 15.4 miles per imperial gallon (18.3 L/100 km; 12.8 mpg‑US) was recorded. The test car cost £2,498 including taxes of £735. By then purchase tax had been reduced by one-sixth on 8 April 1959. (Wikipedia).
Parkes, Australian Capital Territory, Australia.
From the new Dutch test bricks, 2xABCD bricks in Pearl gold.
Aparently a bad plastic for LEGO bricks, lots of broken bricks.
Great color!
LEGO color name according to Ryan:
Metallic Sand Yellow or BL sort of Flat Dark Gold, but not a precise match… ;)
Another blast from the past.
In the fall of 1974 I blew the engine in my '55 Chevy 500 miles from home. I ended up selling the car to a service garage and buying bus tickets for myself and those traveling with me for home. It was disappointing to lose the '55, but being a poor college kid, I didn't see a way to get the car back home to Illinois where I could have easily swapped out the engine.
The next year I traded a motorcycle to a friend for this '57 Chevy 210 hardtop. At the time I took this photo in 1975, it had a cammed up 327 small block with aluminum hi-rise intake, Holley 780 carb, Hooker headers and some burned out glass pack mufflers. It had a Boug-Warner T-10 four-speed with a Hurst shifter. The bucket seats were from a 1966 Mustang. A year later I replace the exhaust with Thrush glass packs bolted directly to the headers with no exhaust pipes or tail pipes. With the muffler outlets directly behind the front seats, it was loud inside the car as well as outside. And......the cops thought it was loud also, TOO loud. I was verbally warned by officers about 10 or so times about "excessive noise" but was never actually ticketed.
Also, I swapped out the rear wheels for deeper set rims and wider tires, and put lower profile tires on the front which in actuality gave the car quite a rake as the rear was raised and the front dropped. The cops did not like that either and on at least 3 or 4 occasions I was warned about having an "illegal suspension" that needed to be corrected. Also, only warnings and never a ticket.
The following year I stripped off the paint and made repairs to the body, then repainted it with 7 coats of '74 Corvette Yellow lacquer.
The car was fun to drive, but it was a police magnet. While driving this car I was stopped by the police about once a month for various reasons. But, I never got a ticket and the only warning that was actually written out to me was for a tail light out.
The car still exists today. I sold it to a friend who shortly thereafter sold it the the guy I had originally gotten if from. He owned it up until about 2 years ago when he traded it for a hopped up Camaro. He said that the body work and paint that I had done back around 1977 still looked great. I was disappointed to hear that he got rid of it. I had previously tried unsuccessfully to acquire it from him.
So, that is the story of my 1957 Chevy 210.
In 2008, Ford revealed the new Focus RS in "concept" form at the British International Motor Show. The production car reached customers in 2009.
The Duratec RS engine was upgraded to produce 305 PS (224 kW; 301 hp) at 6500 rpm and 440 N⋅m (325 lb⋅ft) of torque at 2250-4500 rpm. 0 to 100 km/h (62 mph) acceleration was quoted to be under 6 seconds. The RS uses a modified Volvo-engineered 2,522 cc (2.5 L; 153.9 cu in) inline-five engine found in the Focus ST. A larger BorgWarner K16 turbo now delivers up to 20.3 psi (1.40 bar) of boost. A new air-to-air intercooler has been developed as a complement, while the forged crankshaft, silicon-aluminum pistons, graphite-coated cylinder bores, a compression ratio of 8.5:1 and variable valve timing also up the power output.
The car remains front wheel drive, but to reduce torque steer uses a Quaife Automatic Torque Biasing LSD, and a specially designed MacPherson strut suspension at the front called RevoKnuckle, which provides a lower scrub radius and kingpin offset than traditional designs while avoiding the increased weight and complexity of double wishbone and multi-link suspension setups. Ford UK claim: "It's as close as you'll come to driving a full-spec rally car (Ford Focus RS WRC).
0-100 kilometres per hour (62 mph): 5.9 s
31-62 miles per hour (100 km/h): 5.3 s (in 4th gear)
Top speed: 263 kilometres per hour (163 mph)
Kilometre from a standstill: 25.4 s (the fastest front wheel drive car in this particular exercise - this time was recorded by the Belgian magazine "Le Moniteur Automobile")
At the rear a large venturi tunnel and a dramatic rear spoiler create a purposeful look. Focus RS available in three expressive exterior colours: Ultimate Green, Performance Blue and Frozen White. Focus RS has an exclusive 'Ultimate' Green classic 1970s Ford Le Mans Green of the Ford Escort RS1600 era.
Found on my 50th birthday and there is lots in there!
These are Dutch LEGO test bricks, made by Marbon (later Borg-Warner) to test ABS with for LEGO.
They were made in molds from LEGO, at first the old logo mold was used, those were found in this batch.
Later on they used the new logo mold, the old logo mold may have switched between the UK and the Netherlands.
The time-line is still unclear on that.
Also in here the 8xC bricks with the 06 on the bottom showing these did come from Marbon.
And the 2xABCD bricks with F1234 on the bottom, also only found at Marbon.
A couple of different greens, oranges, blues and browns.
At least 2 marbled bricks.
Lots of colors I did not yet have, as said, 8xc 06, tiny Pat.pend and 2xABCD bricks are in there.
A great addition to my collection, I can fill in some color gaps in the 2xABCD bricks.
Looks like the old and new logo did not come in the same batches, but the 2xABCD bricks did come in both…..
Great birthday gift, let’s see what the next 50 bring!
Based on the Aston Martin DB4, it was David Brown's attempt to revive the Lagonda marque which he had purchased in 1948 and not used since the 3.0 litre cars of the 1950s stopped production in 1958. It marked a revival of the Rapide model name which had been used by Lagonda during the 1930s. The car was styled by Carrozzeria Touring and featured rear-end styling similar to the DB4 convertible, and an adapted Lagonda grille a little similar to Ford's Edsel.
The Rapide uses a 4.0 L straight-6 six cylinder double overhead camshaft engine, which would later be used in the Aston Martin DB5. Other new features included a de Dion tube rear suspension which would find its way into the Aston Martin DBS.
The car has dual-circuit, servo-assisted, four-wheel disc brakes, and most cars were supplied with a 3-speed automatic BorgWarner gearbox. The exterior body panels were constructed from aluminium alloy over a Superleggera tubular steel frame. All cars except for the prototype had their bodies constructed by Lagonda. The interior was upholstered in leather and had a burled walnut dashboard.
The car was hand-built to order only, with a base price of £4,950. 55 were produced, of which 48 survive.
The Lagonda has a shape quite like that of the original Jaguar XJ6, but without that car's tapered rear end. The front end has somewhat controversial canted headlamps (also seen on the Continental 1958-60, and 'Chinese-eye' Rolls-Royce).
Porsche 911 3.2 Carrera Sport Coupe (1984-89) Engine 3164cc flat 6
Registration Number F 792 UGM (Reading)
PORSCHE ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott, the Porsche operating board member responsible for all engineering and development.
In 1984 with the future of the 911 secured Porsche launched their replacement for the successful SC series. The 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. and was last iteration in the original 911 series with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.
The new swept volume of 3164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.
With the new engine, power was increased to 231bhp and 207bhp for North America
Three basic models were available throughout the Carrera years – coupe, targa and cabriolet
In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the Turbo-look. It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive tea tray tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels.
Diolch am 92,989,141 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,989,141 amazing views, every one is greatly appreciated.
Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-373
A short introduction, more will follow, but it was a long day :)
Only for 90 days ….
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When asked by my friend who owns the Dutch LEGO museum to exhibit my collection, I first was hesitant.
Who would want to see my collection of only 2x4 bricks, boring, right?
But after showing them to him at my house and he saying it was his museum, so he can decide what to show, I agreed :D
Because I store my collection as small as possible, I never get a good oversight of how big it actually is.
But spread out, there are a lot of bricks….
Last time my collection was shown in public was in 2010 the German LEGO Fanwelt.
Back then I had just filled about two drawers and all the bricks were still called Bayers back then.
Now we know there have been many different testing facilities all over the world.
And I love every minute of it finding out more, it is like a hunt, or an excavation into a world that is almost entirely lost due to time.
Most of the people that worked in that area and era have died or are lost to us to question.
Each time so close, I still hope to get to talk to someone that actually worked there at that time.
The search goes on….
Yesterday they arrived: my very first test bricks with Lego logo made in the USA.
Have to say thanks to all involved people - especially to Ryan, who sorted, splitted and shipped this big lot all around the world!
As told by the seller, his grandfather was a salesman for Borg-Warner Amsterdam and he would travel to (East) Germany.
He visited BASF and Bayer, making a connection between those plastic suppliers.
For his birthday the seller would get “color walls” of LEGO 2x4 test bricks as we have seen in company pictures.
The bricks have always been in his LEGO (over 15kg) and are now in my possession, it will take some time to go through it all.
There are many different colors and bricks in this lot, including complete color sets.
The original owner (grandfather) has died, unfortunately leaving behind no stories.
The seller will be asking his grandmother if she might know something more…..
So I am now hoping some more info comes from her (alas, she knew nothing).
As with the other test bricks, the people that made them are (almost) all gone.
I hope to one day meet one of these men that were there on the floor making these bricks.
What mold machine did they have, what did the mold itself look like etc.
One can dream.
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Contains Dutch G bricks, 2xABCD bricks F1 to F4, old logo tiny Patpend and LEGO logo bricks with F1 to F4 on the bottom, like the Grangemouths.
Also contained two (partial) promotional LEGO key chain firemen for Cycolac.
So far the only one I ever found of the test bars that came with the bricks in the mold.
This one came from Denmark with Danish test bricks.
I hope we will find more and other colors, but thought I should share this with you.
The thinking is that most of these bars were either destroyed in testing or discarded because they have no further use.
Plus if people find them, they will think it is just a junk piece of plastic.
Would love to have a red one…
Chitty Chitty Bang Bang is the vintage racing car which features in the book, musical film and stage production of the same name. Writer Ian Fleming took his inspiration for the car from a series of aero-engined racing cars built by Count Louis Zborowski in the early 1920s, christened "Chitty Bang Bang". Six versions of the car were built for the film and a number of replicas have subsequently been produced. The version built for the stage production holds the record for the most expensive stage prop ever used.
For the 1968 film, six cars were created, including a fully functional road-going car with UK registration GEN 11. This car was designed by the film's production designer, Ken Adam, and cartoonist and sculptor Frederick Rowland Emett, built by Alan Mann Racing in Hertfordshire in 1967, fitted with a Ford 3000 V6 engine and automatic transmission and allocated a genuine UK registration. This car was privately owned by Pierre Picton of Stratford-upon-Avon from the early 1970s until May 2011. Actor Dick van Dyke, who drove the car in the film, said that "the car was a little difficult to maneuver, with the turning radius of a battleship". Public appearances of the car in 2010 are listed on the GEN 11 official website, with a note that there will be no more as the car was sent to Los Angeles, USA, to be auctioned on 22 May 2011, where it was expected to fetch US$1–2m, but sold for $805,000 (£495,415) to the New Zealand film director Sir Peter Jackson, who according to his spokesperson said he would use it as a charity fund-raising vehicle. It is registered in New Zealand as GEN 1I, as the registration GEN 11 had already been issued.
Five other car props were built by the studio: a second, smaller road-going version; a transforming car; a hover-car; a flying car; and an engineless version for trailer work. Most had engines added after filming was complete and were used to promote the film throughout the world.
The second road version, which only appears in 12 seconds of the movie, is on display at the Dezer Car Museum in North Miami, Florida.[9] There were construction flaws on this vehicle which made its use impractical. Eon Productions made a less-detailed transforming version which they use to promote the stage musical but, as it does not have an MOT certificate (of roadworthiness), is not allowed on public roads. The final road version is privately owned by Anthony Bamford, and is on display at the National Motor Museum in Beaulieu, UK. The hover-car was a shell mounted on a speed boat, and was destroyed after filming. Only the original road-going version used the registration GEN 11 legitimately and it was owned by Pierre Picton of Stratford upon Avon. One of the cars used in the film was displayed at a Chicago restaurant for many years, then sold at auction in 2007 for $505,000 to a Florida resident.
One car appeared in a humorous Public information film aimed at British motorists, intended to remind them to pay their Vehicle excise duty. Ironically, there was criticism as all cars built before 1 January 1973, including the Chitty Chitty Bang Bang model, are exempt from vehicle excise duty in the UK, though they have to display a tax disc showing the exemption. The PIF was a parody of the MGM film.
In July 2009, the EON copy of the car was prevented from being used in Norwich by the police, as the car was not roadworthy, properly registered or insured. The GEN 11, Pierre Picton car subsequently visited the city of Norwich in August 2009 to promote the theatre show.
There is a MGM licensed replica in the United Kingdom, built for a commercial photography business. The car is roadworthy and has the registration number GEN 22. It weighs around 1.5 tons and is nearly 18 feet long and 6 feet wide. The brass lamps are all original period pieces and the brass snake horn came from one of the original Chitty cars. The engine is a 3L V6 Ford with a BorgWarner automatic gearbox.[12][13] The car is displayed at events and in shopping centres.
Another Chitty 'copy' was built by Nick Pointing of the Isle of Wight after his wife Carolyn, a lifelong Chitty Chitty Bang Bang fan asked him to build her her dream car. The car was built on a 1970's Land Rover chassis and engine and was driven 12,000 miles overland to Australia in 2007/8 to raise money for charity.
A replica Chitty Chitty Bang Bang car built by Gordon Grant was sold at an auction held on 1 December 2011 at Bonhams at Mercedes Benz World in Weybridge, Surrey, UK. The car was later sold to Broadcaster, Chris Evans after the purchaser found it was too long to fit in his garage.
Another version of the car, built for the British stage production of the story, debuted at The London Palladium In 2002. Built at a cost of £750,000, the car is listed in Guinness World Records as the most expensive stage prop ever.
Photo taken at Beaulieu National
Found on my birthday, let’s hope there is something in there……
Update:
YES, about 200 Dutch bricks, some colors I did not yet have, 8xc 06, tiny Pat.pend and 2xABCD bricks in there.
Have not seen any modern logo yet, but will have a good look tomorrow.
Updated update:
Looks like the old and new logo did not come in the same batches, but the 2xABCD bricks did come in both…..
Great birthday gift!
First notice of (part of) my LEGO test brick collection to be shown at the Dutch LEGO museum Grootegast in Groningen!
This week my collection will be on a 2 hour trip from Utrecht to Groningen, some parts going back to where they ones came from.
Together with the museum owner we will be setting up the test bricks in a new addition to the museum.
This part will showcase the LEGO production process and items related to that.
The museum is housed in the original Dutch LEGO headquarters on LEGOlaan 1.
The museum showcases a historic LEGO collection, with wooden LEGO, HO scale, DUPLO, Fabuland, Technic, Town (miniature city) and much more, up to modern sets.
Children can play with LEGO while the parents look around (or play too).
See the sets you had, or wanted as a child, find new LEGO items you never knew existed and more!
And soon, for the first (and maybe only) time, my test brick collection will be on show there for a limited time……
Hope to see you there, if you let me know, maybe we can meet there.
I will leave some giveaway test bricks at the museum and will discuss with the owner on how to give them away, maybe by mentioning my name or something.
If you have any additional bricks or information, please let me know.
All my Dutch made LEGO bricks will be on show there, first time some of these bricks have ever been shown.
And when it is over they will go back into my archives :)
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The museum is open Wednesday and Friday from 13.00 untill 17.00
And on Saturday and Sunday from 10.00 untill 17.00
Included in the museum are a Printing press collection and a war Victorymuseum (1940-1945) collection.
The “American Diner” serves koffie and something to eat.
Rover P5B 3.5 litre (1967-73) Engine 3528cc V8 Production 9099 Coupes + 11501 Saloons
Registration Number RPE 927 L
ROVER SET
www.flickr.com/photos/45676495@N05/sets/72157623690660271...
The P5 was originally introduced as a large 3 litre Saloon in 1958.and in continuous production until 1973. The marque was introduced in September 1958 as a P5 3 litre designed by David Bache and offered as a large luxury slaoon, it was updated as a Mark II in 1962 and the revision included the introduction of a four door Coupe version, a Mark II followed in 1962 again in both Saloon and Coupe forms and remained in production until 1967.
1967 saw the introduction of the P5B with a V8 3.5 litre engine based lightweight aluminium concept Buick further developed by Rover to produce 160bhp. They made it considerably stronger, which added some weight but still maintained the engine's light and compact features. The Borg Warner Type-35 automatic transmission, hydrosteer variable ratio power steering and front Lucas fog lights were now standard. When compared to its predecessor, the aluminium engine provided both improved performance and fuel economy The cars exterior remained largely unchanged apart from bold '3.5 Litre' badging, a pair of fog lights which were added below the head lights and the fitting of chrome RoStyle wheels
The 3½ Litre saloon variant was a favourite of high-ranking Government Ministers, and served as Prime Ministerial transport for Harold Wilson, Edward Heath, James Callaghan and Margaret Thatcher.
A big thanks for 21.6 million views
Shot 20:04:2014 at Weston Park Ref 99a-399
The first "500" was held at the Speedway in 1911 on Decoration Day, May 30, (as it was known from its inception in 1868 to 1967, when federal law made "Memorial Day" the official name), run to a 600-cubic-inch (9,800 cc) maximum engine size formula. It saw a field of 40 starters, with Harroun piloting a Marmon Model 32-based Wasp racer—outfitted with his invention, the rear-view mirror.
Harroun (with relief from Cyrus Patschke) was declared the winner, although Ralph Mulford protested the official result. Eighty thousand spectators were in attendance, and an annual tradition had been established.
Many considered Harroun to be a hazard during the race, as he was the only driver in the race driving without a riding mechanic, who checked the oil pressure and let the driver know when traffic was coming.
The Indianapolis Motor Speedway complex was built in 1909 as a gravel-and-tar track and hosted a smattering of small events, including ones for motorcycles. The first long-distance event, in "fearful conditions," was the 100-lap Prest-O-Lite Trophy in 1909, won by Bob Burman in a Buick.
These race spectacles had attracted 15,000 paying customers (and crowds of up to 40,000) persuaded principal owner Carl G. Fisher to spend $155,000 on repaving the track with 3.2 million bricks to make the gravel and tar track safer before the 1910 race; he also added a 33-inch (0.84 m) concrete wall around the track's circumference.
They decided on 500 miles (800 km), the estimated distance a race car could run before dark descended on the track, and a spectacular purse of $25,000, equivalent to 82.93 pounds (37.62 kg) of pure gold. The combination allowed the track to rapidly acquire a privileged status for automobile races.
For musical entertainment before the start of the race, the Purdue All-American Marching Band has been the host band of the race since 1919. In 1946, American operatic tenor and car enthusiast James Melton started the tradition of singing "Back Home Again in Indiana" with the Purdue Band before the race when asked to do so on the spur of the moment by Speedway president Tony Hulman.
This tradition has continued through the years, notably by actor and singer Jim Nabors from 1972 until 2014. Nabors announced in 2014, citing health-related reasons, that the 2014 Indy 500 would be the last at which he would sing the song.
The Borg-Warner Trophy is the trophy presented to the winner of the Indianapolis 500. It is named for and was commissioned by automotive supplier BorgWarner. It is permanently housed at the Indianapolis Motor Speedway Museum in Speedway, Indiana. Unveiled at a 1936 dinner hosted by then-Speedway owner Eddie Rickenbacker, the trophy was officially declared the annual prize for Indianapolis 500 victors.
Louis Meyer requested a glass of buttermilk after winning his second Indy 500 race in 1933. After winning his third title in 1936, he requested another glass but instead received a bottle. He was captured by a photographer in the act of swigging from the bottle while holding up three fingers to signify the third win. A local dairy company executive recognized the marketing opportunity in the image and, being unaware Meyer was drinking buttermilk, offered a bottle of milk to the winners of future races. Milk has been presented each year since then, apart from 1947 to 1955. Modern drivers are offered a choice of whole, 2%, and skim.
The garage area at the Indianapolis Motor Speedway is known as "Gasoline Alley." The nickname dates back to the early decades of the race, and for a time, referred specifically to one particular spot in the back where cars would refuel. Though the exact origin of the name is unclear, it may be loosely linked to the eponymous comic strip. Later, the nickname was used for the main corridor of the garage area, and eventually was used colloquially for the entire garage complex.
The infield of the track in the vicinity of turn one was known as the "Snake Pit." Long known for a reputation of rowdiness, heavy alcohol consumption, bikers, streaking, flashing, and an overall Woodstock/Mardi Gras atmosphere, the Snake Pit was a popular location for college-age and counterculture fans to spend time at the track, many of whom had little or no interest in the actual racing activities. The nickname "Snake Pit" was coined sometime in the early/mid-1960s, and appeared in print at least as early as 1968.
The area that eventually became the Snake Pit took shape very early on, prior to World War I. In the early decades of the Speedway, a railroad line connected Union Station in downtown Indianapolis out to the track and beyond. Many fans in the early years (and through 1963) arrived at the race by train.
The Snake Pit eventually became more of a festive party zone. Later, the original turn one location was also razed to make room for road course modifications. In 2010, the turn three infield was officially named the Snake Pit, and began to be organized and officially marketed by management for concert events during the weekend race festivities.
Armstrong Siddeley Star Saphire (1959-60) Engine 3990cc S6 OHV Production 980 (902 Saloons + 77 Limousines + 1 prototype Mk.II)
Registration Number PUD 920 (Oxfordshire)
ARMSTRONG SIDDELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623635543067...
The Star Sapphire was announced in October 1958 with production continued through to Summer 1960, similar in styling to the earlier Sappire 346 externally, the radiator grille no longer rose to the top of the bonnet, many refinements were incorporated. The six-cylinder engine was enlarged more than 16% to 3,990 cc with larger twin Stromberg carburettors as standard and power output increased to [SAE] 165 bhp more importantly torque increased by almost 30 per cent Big end and main bearings were now made of lead indium and a vibration damper fitted to the nose of the crankshaft. Servo-assisted 12 in (305 mm) Girling disc brakes were now installed on the front wheels and Burman recirculating ball power steering was standardised with a turning circle reduced by 4'6". A BorgWarner type DG automatic gearbox was fitted which incorporated a lever on the facia to hold intermediate gear at 35, 45, 55, and 65 m.p.h
Limousines made only in 1960 had a single carburettor and manual gearbox (the automatic gearbox was fitted to 12 examples). The remaining 4 chassis were used for 3 hearses and an ambulance
After the Star Sapphire, Armstrong Siddeley produced only one more vehicle, a Mk.II version which did not get beyond the prototype stage in 1960
Many thanks for a fantabulous
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Shot Brooklands, 01.01.2016 - Ref 111-026.
This key chain was distributed as a promotional item for Cycolac ABS, which is a division of Borg Warner Chemicals.
Just found the figure only in this Dutch batch of test bricks.
I do not have the box, this is not my picture.
Thanks Thomas!
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Fun fact:
Svein Strømberg (head of Strømbergs / "A/S Norske Legio") was very important when it came to the change to ABS.
He brought with him a bag of Cycolac ABS from Borg Warner after a business trip to the US which he gave to Godtfred. In Svein's funeral Godtfred especially thanked him for his involvment in the change to ABS and success of LEGO.
Strømbergs had been in the plastic industry since before LEGO started and they were close even before Strømbergs started producing LEGO in 1953. Hans Schiess and Svein were also very good friends outside LEGO.
The source comes from Svein Strømberg's son who worked at the Strømbergs factory, and grandson who has uncovered a good amount of documents and pictures from that time. Thanks to Arild who has been in contact with the Strømbergs family gathering this information. :)
(More information where it came from, but sadly a lot lost to time.
Also Svein's son is hospitalized and has dementia which has gotten worse. So it does not look like we will get too much more from him at this point, sadly. :/
Svein's other son went to work for Bayer in Switzerland and may have some interesting stories to tell, but he has been very busy.)
Thank you Fabian!